September - October - The Recreational Aircraft Association

Transcription

Texas Parasol
Flying on a Budget: the
Recreational Aircraft Association Canada www.raa.ca
The Voice of Canadian Amateur Aircraft Builders $6.95
September - October 2012
From The
President’s Desk
Gary Wolf
AULA INSPECTIONS
The manufacturer of an AULA assumes
responsibility for the integrity of the aircraft
and its conformity with the required design
standard, and he indicates that he accepts a
finished aircraft by signing a document that
is required for its registration. Some manufacturers issue the document without any
inspection, some want photographs of certain sections of the plane, and some supply
their own delegate do a final inspection.
Recently Zenith has begun requiring
that the builder of an AULA must first register with MD-RA and then pass their precover inspection. This requirement is a first
for manufacturers in this category and it is
to be applauded. When the AULA category
was first set up the intent was that MD-RA
would inspect each plane for integrity of
construction and conformity with the type
definition. Now each AULA Zenith will
have the assurance that the unseen areas
have been properly inspected, and of course
Zenith is still responsible for affirming conformity with the type definition.
One might well ask, if the plane meets
the precover requirements, why not just
continue with MD-RA, register as AmateurBuilt, and have the benefits of this category?
These include greater gross weight and the
ability to make your own replacement or
The Recreational Aircraft
Association Canada
Waterloo Airport, Breslau ON
N0B 1M0
Telephone: 519-648-3030
Member's Toll Free line: 1-800-387-1028
email: raa@raa.ca web: www.raa.ca
modification parts without having to seek
written approval from the manufacturer.
Float installations can be illegal for some
AULA’s if they push up the empty weight
of the plane too high. The category limit is
1232 pounds whether on wheels or floats,
and there is no float allowance above that
number. If heavy amphib floats on an
AULA result in an overweight and illegal
plane, the only recourse is to remove them.
In the Amateur category the owner can
apply for an increase in gross weight.
WEIGHT AND BALANCE / ELEVATOR TRIM
It always strikes me as amazing when
owners of ultralights espouse that they
do not have to do a weight and balance
because the regulations do not require
this for registration. When I have asked
Transport to require W&B as a condition of
registration, the quick response has been
that of course no sane pilot would fly without knowing where the CG is. I once took
some flight training in an early Beaver UL,
a plane that frequently exhibits a propensity
to head downwards if the pilot lets go of
the stick. The instructor’s solution was a
bungee cord from the seat to the stick, just
ducky until the elevator cable breaks.
Challenger owners seem to rely on a
simple indicator of where the CG is not. The
main gear wheels are at the rear CG limit,
and an empty Challenger sits on its tail with
the nosewheel in the air. When the crew
gets into the plane, if the nose comes down
this is taken as the indication that the CG is
ahead of the rear limit. The problem is that
there is nothing to indicate if it is ahead of
continued on page 35
The Recreational Flyer is published
bi-monthly by the Recreational Aircraft
Association Publishing Company, Waterloo
Airport, Breslau, ON N0B 1M0. The
Recreational Flyer is devoted to the aerospace
sciences. The intention of the magazine is to
promote education and safety through its
members to the general public. Opinions
expressed in articles and letters do not
necessarily reflect those of the Recreational
Aircraft Association Canada. Accuracy
of the material presented is solely the
responsibility of the author or contributor.
features
Rebel Ramble, Part 2
by John Davidson.................................................................................................................................... 4
The Care and Feeding of Your Rotax
by Chris Staines....................................................................................................................................... 9
Surviving the Big Chill
RAA Winnipeg and Winter Survival / by Jill Oakes.................................................................................. 12
Lighter than Air
Jill Oakes and company visit Canada's only airship................................................................................. 16
The Texas Parasol
by Gary Wolf.......................................................................................................................................... 22
columns
From the President's Desk / by Gary Wolf..................................................................................................2
Innovations............................................................................................................................................15
Across Canada: Chapters in Action..........................................................................................................19
Handy Hints
Cheap and Easy Rod Ends / Jesse Beauchamp.............................................................................30
Welding Motor Mounts / Wayne Burtney....................................................................................31
Penetrating Oil Comparison.......................................................................................................31
George Gregory
Classified................................................................................................................................................38
A beautiful Globe Swift at the 2010 Arlington WA Fly-in.
On the cover: Burt Parson's and Don Morrow's Texas Parasols.
4 Recreational Flyer
Part 2
Thursday, July 5 2012
There I was, Kamloops, early-ish morning, another
brilliant flying day ahead. The airport administrator said it
wouldn’t be cost effective to bill me for my overnight tie down,
so I was off. Well, not quite. I wanted fuel. I know I’ve mentioned my fuel fetish before. I just find flying so much more fun
when I don’t have to worry about running short. I called the
FBO on the designated frequency, no response. Checked the
frequency. Correct. Checked the CFS, tried the phone number.
Recorded message. They don’t open till 9AM, but will come
out for an exorbitant callout fee. After some re-calculating I
decided I had enough to make Hope.
At least I hoped so.
Recreational Flyer 5
Above: looking north up the Fraser Canyon; Below, looking down on the Fraser River near Hope.
It was a gorgeous morning , cool,
clear, windless, no turbulence and not
much traffic. Flying down the Thompson Valley I radioed my position often,
and cut the corners where visibility
allowed. I do worry about fuel, you
know. When I reached the canyon, the
Fraser was running hard. It is obvious
there is no place to land if the engine
quit. I considered the options:
The river would be possible
but even with the floats, the plane
would be smashed to smithereens in
the rapids even if I managed to land
safely. Drowning? Don’t worry about
that... I’d die of hypothermia first.
The road has a few straight-ish
sections, but most of them have
Hydro wires diagonally across them.
And even if I got it down on the road,
I’d probably get creamed by an 18
wheeler because there is no shoulder
for them to pull off on.
But wait, my engine was still
going! No need to decide just yet. Just
sit back, enjoy the scenery, and keep
an eye on those temps and pressures.
By the time I reached Hope, I
was still showing sufficient gas to
make Chilliwack, so on I flew into the
broadening Fraser Valley. The terrain
is beautiful in a much less dramatic
and threatening way. To the north I
could see the lower end of Harrison
Lake and then to the south of the
river, Chilliwack.
About halfway through re-fueling, a friendly voice chirped up from
behind, “Nice Rebel!” I was inclined
to agree, but managed to say something self-effacing. So I met Abe, an
old Rebel guy who had a good look
through my plane, then took me over
to show me his own plane, also a nice
Rebel. The floats looked a bit short,
but he manages. And since we were
in Chilliwack, we then went for pie,
a-la-mode.
Above: another view of Harrison Lake. Below, Looking west. Beyond lies the Fraser Valley and
the Greater Vancouver area. Bottom, Thomas Lake, still frozen.
After the pie (which was completely up to its reputation) it was then a short hop to my destination, Langley,
BC. Langley's friendly and tolerant controllers guided me
through my somewhat disoriented approach to the airport
where my friend Walter Klatt keeps his own amphib Rebel.
Since then Walter has been demonstrating the finer points
of alpine lake flying and providing hospitality beyond
compare. No sooner was F-RGV tied down than Walter
announced we are flying up to his cabin at Harrison Lake.
Ok, I love to fly. We hopped into his plane and headed up to
his cabin to do a few chores.
Walter’s plane is essentially the same as mine except he
has upgraded his engine to an 0-360 and gets 30 HP more.
The performance difference is amazing. He climbs faster,
cruises faster and uses less fuel. I started thinking about
how many extra weekends I’d have to work to afford such
an upgrade.
At the cabin, I did my best to help, but Walter has most
tasks organized to be done by one…him, so I spent a certain
amount of time feeling useless.
We flew a roundabout route to get back to Langley, so
we could see if Thomas Lake had thawed yet. More spectacular scenery leapt out from every direction, but alas,
Thomas was still frozen.
Back at Langley the planes were put to bed and we
undertook the enviable three minute drive to Walter and
Ruth’s house. Eating dinner, we had a view of the airport
and could see who was in the circuit from the table. Walter
has achieved a very nice setup.
The Care and
Feeding of Your
Rotax
Chris Staines
I recently had the opportunity to
enrol in the Rotax maintenance course
for four cycle engines at the Rotech
Research facility in the beautiful town
of Vernon, British Columbia, nestled
in the picturesque Okanagan valley.
This was a three day ‘hands on’ course
with a mix of classroom, repair shop
and airport ramp time in a Europa
behind a sometimes rough running
Rotax 914 engine. The classes started
at eight in the morning and were
scheduled to end by five, but that
sometimes stretched to six or a little
later. To make sure participants were
engaged there was an open book exam
that we were requested to hand in
before finishing the program, though
that was optional.
The course was taught by two
instructors who were not only very
knowledgeable about the intricacies of
the Rotax 900 series engines, but also
had the ability to convey the informa-
tion in a succinct and lucid manner
with the help of great visuals, a well
organised workbook and lots of actual
assemblies and parts from the engine.
After two and a half days of systems
review we progressed to troubleshooting, with time split between
the Rotax 914 powered Europa that
never seemed to be running well (it
had always “just come out of maintenance” was the story we often were
told) and troubleshooting scenarios in
our workbook, while the Europa was
‘fixed’ for our next session with it. The
ingenuity of instructors Rob Seaton
and Michael McLaughlin in taking
classroom knowledge and then applying it to common maintenance problems was very well thought out, and
from my perspective a highlight of the
course.
It is not possible to convey in a brief
article all the lessons learned in three
days of fairly intense instruction, but
I will review some of the most salient
lessons for Rotax 900 series owners
and potential users of these beautifully engineered and constructed
engines. They are not more difficult to
maintain but they are very different in
the maintenance procedures required
versus the traditional Lycoming and
Continental engines.
It is fair to say that an AME
without training specific
to these Rotax engines
should not work on them.
It is fair to say that an AME without training specific to these Rotax
engines should not work on them.
A simple oil change done on a Rotax
engine by an AME using the same
careful techniques he would on a
Lycoming or Continental machine
has the potential to cause severe,
expensive damage to a Rotax. Do not
delegate maintenance procedures to
someone without first reviewing their
qualifications and ensuring they have
the required training. The tight manufacturing tolerances that give these
engines their quiet smoothness, so
enjoyed in the flying community, are
not amenable to some of the practices
used by otherwise well qualified aircraft mechanics. The problems early
operators like Diamond Aircraft experienced were largely due to a lack of
correct maintenance procedures.
Balancing of the carburetors is
important for trouble free operation of
the engine. The vibration from poorly
balanced carburetors will shorten the
life of the gearbox and other components. Understanding how and when
to do this procedure is a must for all
Rotax engine operators and is not difficult to accomplish. The recurrent carburetor inspection, as required by the
maintenance manual, is also a necessity, particularly when mogas is used. The engine mounts, radiator airflow, propeller inertial mass and oil
tank positioning are critical elements
in a new homebuilt installation. On
new designs these should be carefully
reviewed to make sure they are within
the limits specified in the installation
manuals. The location of the carburetor’s float bowl vent tube in the cowling is an especially important point.
It is quite possible to have a satisfactory full power ground run with the
912 and 912s, only to have the engine
stop on an initial flight climb because
the vent tube is subject to suction due
to airflow through the cowling, with a
potentially deadly result.
These engines will tolerate avgas,
but the maintenance requirements,
oil type and ultimately the expense of
the engine ownership are affected by
the lead accumulation in the engine.
Mogas is generally kinder to almost
Left to right: putting the gearbox together; your personal carburetor; our instructor discusses the
intricacies of the Bing carburetor; Running up the 914 on the ramp
all areas except perhaps the rubber
components.
Fuel tank materials need to be
examined carefully. Metal tanks are
probably the safest, but the use of
epoxy glass fiber tanks is common and
has to be approached with caution.
Epoxy fibres from the tank can play
havoc with the carburetors and the use
of an extremely fine gascolator screen,
such as is found in the Andair products is an excellent idea. Some gascolators have a slightly coarser screen
which will allow very fine glass fibers
to migrate through them.
The gearboxes of engines in seaplanes seem to have a shorter life than
would be expected. This is due to the
tendency to have a low idle and large,
heavy prop on a seaplane. The minimum idle speed recommended by
Rotax (1400) should be ignored where
possible as idling at this low speed is
hard on the gearbox and causes premature wear. If safe and sensible; try
to keep the idle above 1800. If in a
seaplane and approaching a dock in
a plane with a fixed pitch propeller,
a very low idle, down to 1400 RPM,
is unavoidable and the only prudent
course. Other than docking it is wise
to keep the idle time below eighteen
hundred rpm to a minimum.
Hard starting issues may be due to
insufficient rotational resistance in the
torsional vibration damper system.
The values for this can be easily
checked at an annual and should be
examined whenever starting seems
to be problem. The procedure is well
explained in the manual.
Many problems that on the surface
seem to be ignition system problems
are often really carburetion issues.
Before taking the ignition system apart
carefully inspect the carburetors for
synchronization, correct mixture and
wear, particularly if there has been a
lot of vibration.
Having said all of the above it is
important to realize that major problems are infrequent and that broken
connecting rods, cracked cylinders
and bent crankshafts are extremely
rare in the Rotax 900 series engines. I
know my Rotax 914 powered Europa
has a turbine-like smoothness that I
have never experienced behind traditional aero engines. The United States
military has over a million hours of
flight time on modified Rotax 914
engines at altitudes of up to fifty thousand feet. The course cost is currently six
hundred dollars for the three days
and is well worth the expense for any
Rotax owners who intend to care for
the power plant hemselves . If you
are buying one of these engines for
a homebuilt installation it would be
worthwhile to tack on the course cost
as a necessary insurance payment for
the safe and efficient operation of your
new acquisition. The instruction you
will receive will pay for itself many
times, over the life of the engine.
My only regrets about this trip to
Vernon, British Columbia are that I
should have stayed for the two day
heavy maintenance course at the same
time and also allowed a few extra days
to see the scenery of this very pretty
valley area. Next time!
Surviving the...
By Jill Oakes
Ever wondered what you'd do if you had a forced
approach in winter...and weren't sure when help would come?
Even when flying close to a highly populated area, it might be
an uncomfortable night spent outdoors if pilot or passengers
aren't ready for an unplanned winter camping trip. Every year
the RAA, SFC, CASARA and University of Manitoba co-sponsor
a winter survival course based on traditional Inuit techniques
of 'thriving' in cold environments rather
than 'surviving'. This year twenty-seven
hardy soles met with the hopes of building an igloo, or, due to the unseasonally
warm weather and lack of snow on the
Prairies, to at least get a first-hand view
of how to cut and set a snow block.
Leading up to the course date, Drs. Rick
Riewe and Jill Oakes watched the few
existing snow drifts shrink in the above
normal temperatures, full sun, and lack
of cloud cover. Then, miraculously,
Thursday and Friday the temperatures
dropped just enough to re-solidify
the tiny bits of remaining snow drifts.
Saturday morning, we tried cutting a
few blocks and were really surprised to
actually see the snow cooperating. Soon
27 enthusiastic folks were sawing blocks
from whatever drift they could find.
We piled the snow blocks onto a sled,
harnessed some volunteers up to the
A good crowd showed up for the survival course. A last minute cold snap saved the weekend from unseasonably warm weather.
sled and pulled the blocks carefully
over to one igloo building site. It was
highly doubtful that we would get
the 30 blocks needed to produce one
igloo, however everyone would have
a chance to at least learn how to set a
block. Collecting blocks from different drifts located all over the airport,
we slowly began acquiring enough
blocks to build at least one igloo! Rick
and Jill quickly began teaching the
basic steps needed to get the igloo's
foundation started, still not sure if the
temperature would soon climb above
seasonal norms and make completing
the igloo impossible. Around 2:30,
the temperatures climbed too high to
set blocks, so we left the igloos halffinished, baking in the strong southern sun, and went off to experience
some skijoring - dog pulled skiing.
When we returned a couple of hours
later the sun was setting, temperatures were beginning to drop again
and everyone got a chance to become
competent at setting blocks. We
finished the first igloo with the gorgeous lighting of a spectacular winter
sunset warming the sky. It was about
6:00. Instead of going in for supper,
everyone decided to build a 2nd igloo
and then a 3rd igloo as competency
levels improved and temperatures
dropped to a beautiful -30 again. To
all of our surprise, under starlight, we
completed 3 igloos!
Sleeping in the igloos on a
bed of caribou skins was the ultimate
highlight. Here are a few comments
from some of the participants: "It was
fabulous" " "...the igloo was the most
exciting and the caribou skins were
soooo warm!" "Loved everything
about the weekend" "I was most
excited about the igloo building. I
learned so much!!!" "I had a great time
building igloos and learning how to
build them. It was an experience I won't forget for sure!"
"Sleeping in the igloo was cool, as were the Inuit games...
building the igloos was fun too" "I can't believe I learned
how to build an igloo! You can never get the experience of
building an igloo unless you build it yourself."
Igloo building (and occupying) was a favourite activity.
They can actually be quite snug,especially with a caribou
skin. Great White North indeed!
Keeping one's mind pre-occupied is often a
significant problem for folks "stuck" overnight in a snow
drift. Participants were introduced to a few ideas of ways
to keep themselves entertained and to turn an unplanned
ordeal into another great winter camping trip. Suzie
Strachan, President of Snow Motion, introduced us to
the Nordic-based skijoring sport. Many participants had
never seen this sport where the family dog actually pulls
a skier along down the trail at quite a clip! This sport was
first introduced to Manitoba about 15 years ago and it
was enlightening to learn about the need for local parks
to provide tracks that meet the needs of this relatively
new sport. The dogs absolutely loved the chance to get
out and run...great exercise for the dogs and the dog's
owner! The Manitoba Trappers Association member,
Richard LePage discussed the fur industry in Manitoba
and demonstrated how to skin a beaver. Participants had
a chance to actually try skinning a beaver, using ancient
techniques passed down from one generation to the next,
as well as learned about the different fur species available in Manitoba. The beaver carcass was butchered and
absolutely everyone raved about how delicious it was there was none left and about 2 gallons of vegetable stew
left uneaten! Pilot Chuck Wilson and his team of Navigators and Spotters with Canadian Search and Rescue
Association (CASARA) led an awesome mirror signalling
exercise. They were able to talk to us on an air-to-ground
radio so we knew exactly which individuals truly were
able to work the mirror signals effectively, which gave
the others feedback needed for them to readjust their
technique until everyone caught on. Pilot Wilson said the
half dozen mirrors looked like a police car all lit up or
strop lights. One of the spotters took aerial photos so the
participants could actually see for themselves the signals
they were sending to the search aircraft. Many participants remarked "the mirror exercise was probably the
most useful skill I've learned" and "this is a skill I'll never
forget"...guess that is truly a life-long learning in the
making.
This course is sponsored by the University of Manitoba, the Recreational Aircraft Association
(RAA), CASARA and Springfield Flying Club. If you're interested in registering for January or
February 2013, email jill_oakes@umanitoba.ca and pray for a few snow drifts and a bit of
cold weather. You too will have the pleasure of camping without mosquitoes!
Innovations
Australian Pilot to fuel record attempt on Plastic Garbage
An Australian group, the @Altitude
Team is working with Irish company
Cynar Plc to fly an airplane on fuel
derived entirely from non-recyclable
plastic taken from the Pacific Ocean.
The group's pilot, Jeremy Rowsell,
plans to fly from Sydney, Australia,
to London in early 2013, retracing
the flight path of pioneers Charles
Kingsford-Smith, Amy Johnson and
Bert Hinkler. Two records are in their
sights:
- To be the first to fly via plastic waste
fuel at 100% treatment; and
- To break a flight time from Sydney
to London for a single engine
piston plane.
End-of-life plastics that
can't be recycled would
otherwise go to landfill or
wind up in the oceans,
swirling about in the
the numerous gyres
known as the great
garbage patches or
trash vortex. The
largest of these is the
Great Pacific Garbage
Patch, a mire of plastic
waste that covers an
amazing 15 million
square kilometres. Cynar's unique
technology converts mixed nonrecyclable plastic waste into synthetic
fuels that are cleaner, low in sulphur
and (in the case of the diesel) burn
better than generic diesel fuel.
The plastics are heated in an
oxygen-free environment they can't
burn (so no toxic emissions), which
breaks them down into the component
hydrocarbons to create the equivalent
of a petroleum distillate. This can then
be separated into different fuels.
The carbon footprint of the
London
Is Toronto Being Bypassed by
the ‘Aerial Highway’?
By Chris Staines as printed in the Toronto Star – Aug. 1st, 2012
Business jet rental company, NetJets, owned by Warren
Buffett recently signed an agreement to purchase up to
425 new business jets for 9.6 billion dollars, the bulk of the
order going to Bombardier. The passengers in these jets
and the tens of thousands of other general aviation aircraft
in North America include executives, government leaders
and celebrities, to name a few groups with the means to
use this convenient and quick form of transportation.
process is far smaller than traditional
fuel production, and the fact that
the plastics are taken from waste
management companies and the
diversion of plastics are diverted
from landfills is also environmentally
friendly.
While technically elegant, it's
never been demonstrated like this. To
demonstrate feasibility and to raise
consciousness, this is a pretty neat
idea. Besides, if people can make
money saving the environment, who
knows where this could go?
Sydney
Whereas settlements were once dependent on oceans
and rivers, followed by railroads and highways for transportation, today people going long distances travel by air.
Air travel, while still expensive has, along with electronic
media, created our global village and a better understanding and empathy for peoples all over the world, enhancing
world peace in the process. It is hard to imagine our world
without it.
Early travelers used public transit to get to their destinations as only the wealthy could travel in the comfort of an automobile with the privacy and scheduling
convenience that cars afforded. Increased prosperity
brought car leasing or ownership to most North Americans.
continued on page 34
AIR
Lighter Than
RAA and Lyncrest Airport Neighbours visit Canada's only
airship - and it's a homebuilt.
By Jill Oakes
Dr. Barry Prentice and Dale George presented the only air ship in
Canada to the Recreational Aircraft Association (RAA), aviation
enthusiasts, and Lyncrest Neighbours! Barry and Dale explained
what's the difference between a blimp, a dirigible, and an air
ship? Nothing. They are all non-rigid lighter than air vessels;
whereas the zeppelin has a frame.
The air ship bag weighs about 400 pounds, is about 80 feet
long, and can carry about two people. Like an ocean-going ship,
the larger the air ship is it can carry and exponentially greater
load. To carry 5 people, one needs about 140' bag or envelope. Dale and Barry inflated their air ship for our tour. Dale actually
built it using about 500 yards of 56" wide fabric and
about two dozen helpers. The seams are sewn with a
standard sewing machine and sealed with heat and
glue to prevent leakage. The fabric is very strong,
gas tight, and has a UV stabilant on the outside. The
fabric weighs 10 ounces per square yard, so it's not
light. Dale plans to experiment with light weight aircraft grade aluminium as a substitute for fabric. The
envelope is actually two bags, one inside the other. The bag is filled with helium; however helium
is currently being rationed so Dale and Barry are
experimenting with hydrogen. Next door the New
R
Flyer Bus manufacturers are soon to
release a hydrogen powered bus, Dale
and Barry expect to follow similar
safety practices to use hydrogen for
their air ship. They plan to begin
testing with remote controlled,
unmanned air ships.
How does one learn to fly an air ship?
Dale learned by actually buying a
$2.5M dollar machine and learning to
fly it in the USA. After about 20 hours
of training he was flying solo! Some
of the surprise features included on
C-IJOR are:
• It doesn't stall! Even at a 80
degree angle climb, impossible to stall
• Because the cockpit is in the
centre of the air ship, when
instruments
indicate
the
machine is 1/2 degree off
straight and level, the nose
•
•
•
might be as much as 50 feet
high or low! The air ship 'sails' through
the air rather than bouncing
around like fixed wing aircraft
in turbulence.
When placed into a steep
dive, it doesn't speed up if it
encounters cool air.
An engine failure is uneventful as the air ship will hover
for hours. One can shut
engines off, let a passenger
out on a rope ladder, and then
help them back up the ladder
an hour later without landing!
A larger air ship, 140' long, is currently
having its fins recovered with Polyfiber aircraft fabric. Once recovered, the
pieces will be tied into position using
specially designed knots and fine rope!
The fabric is glued, taped, and ironed.
No rib stitching is used. Dale said, air
ships are typically painted with rollers
on the end of broom handles!
It was fascinating to see how the
air ship components were assembled, and numerous RAA members agreed
it would be really interesting and fun
to help restore a few of the pieces in
a work party. AME's have agreed to
supervise the work. Dale and Barry
will provide all the materials, gas to
cover volunteer's travel costs, plus
rides in the air ship once it is finished!!
On a stormy winter Saturday, guess
where you'll find a group of aircraft
builders keen to try their skills on
recovering an air ship fin!
If you're interested in joining Jim Oke's team of volunteers,
contact jill_oakes@umanitoba.ca with information on when
you are available.
Below, left to right: The bag arrives at the hangar. A tarp is laid down first (wouldn't want to rip the balloon...) and it's then unrolled on the hangar floor. Blowers are used to inflate the balloon,
which will eventually be filled with hydrogen. The bag starts to inflate; and right, where the pilot and passenger get to sit. Photos courtesy Dr. Barry Prentice.
After the Crash
You've survived. Now what? / by Barry Meek
“Police have not yet released the name of a 25
year old woman who died on a remote mountain
following the crash of her light plane.The rental aircraft disappeared two weeks ago while the student
pilot was on her first solo cross country flight. It
was found about 60 miles off her intended course,
in rugged terrain. Authorities speculate the pilot had
survived the crash but succumbed to injuries, dehydration and hypothermia about four days later. The
emergency locator transmitter was not activated.”
This short news item could appear in any paper,
anytime. At this point however, it’s just fiction
designed to stir awareness of your survival skills. The information in this article comes from personal
observation and experience as a long time pilot and
ambulance paramedic. So far, it’s probably been a
lot of good luck that’s kept me out of serious trouble. But as they say, “learn from the experience of others. You’ll never live long enough to make all the mistakes yourself.” I try to live by that advice.
The AIP (now called the AIM, or Aeronautical
Information Manual) states in effect, that the pilot
must carry equipment sufficient for the survival
of each person on board, considering the area, the
season and anticipated weather. The very basics are a
means to start a fire, provide shelter, obtain or purify
water, and for visually signalling distress.
In simple terms, a tarp, matches, water bottle
and signalling mirror would meet the regulations. But here’s where it would be nice to have McGyvor
along. Innovation and imagination would go a long
way toward ensuring the survival of a downed pilot
who is equipped with only the basics. In summer,
at low elevations it may be fine. However, in winter
or in mountainous terrain, things get a bit more complicated. Most pilots carry more than the regulations
require. And it seems to me the more experienced
the pilot, the more equipment he has on board. The
four basics are a good start, but clearly they’re not
sufficient for anyone who gets more than a few miles
from a major road or settlement.
I’ll offer a comment on the first aid kit requirements for private aircraft. The CARS 602.60 state
what must be in that kit, but only for commercial
operators. Aircraft that are privately owned and
operated carry whatever the owner is comfortable
with. Quite frankly, the list of recommended items
for private operators is extremely insufficient, and a
waste of space. You can personalize your kit by first
learning something about first aid, then use your
imagination to anticipate injuries you’re likely to see
following a forced landing or a crash. Plan and pack
appropriate items. It need not be a huge, well stocked
trauma kit. A small knapsack would work quite
well. It’s a good size, and can quickly and easily be
removed from a wrecked aircraft. If it’s done right,
your fire starter, water purification tablets or filter, a
couple of space blankets and a signal mirror will fit
too. There you go, both kits in one pack. But don’t
forget the survival and first aid books. Preferably,
read them before you leave the ground.
There are no rules set in stone for survival. Nor is
there a right or wrong procedure for the administration of first aid. You do whatever works given the
time and circumstances. I have yet to find a book that
stresses principles over techniques. It’s vital that you
recognize what you need to accomplish, whether it’s
starting a fire, building a shelter or stopping someone’s bleeding. Then you set about doing it, utilizing your experience, knowledge and common sense. We’re all born with at least a bit of common sense. Knowledge can be found in a book, and hopefully
the experience is something you won’t ever obtain.
The last line of our fictitious news item mentions that the ELT was not activated. The student
pilot apparently did a good job on her landing, or
the device was faulty. Remember an ELT is installed
horizontally in your aircraft, and is activated by a
switch that moves along its longitudinal axis. From
experience, I know it won’t come alive by dropping it
on it’s flat surface. But if you strike one end with the
palm of your hand, it doesn’t take much force to set
it off. It goes without saying that the ELT should be
physically accessed following a crash and switched
manually to the ON position. The student probably
didn’t know that yet.
You need not be a survival expert or paramedic
to do the right things following a forced landing or a
crash. Good flight planning should include planning
for what’s not supposed to happen. Think ahead to
stay ahead. Be safe this winter.
Across Canada
RAA Scarborough
Our thanks go out once again to Dave and Anne Austin
for hosting our July and August BBQs at their home on
Rouge Hills Drive with its wonderful view from the back
yard over the Rouge River valley. These BBQs are clearly
popular, and much appreciated by all who were able to
attend.
Another vote of thanks goes to Nick and Karen Schwertfeger for stepping in to host a corn boil/BBQ on Saturday,
September 8th at their place on the south shore of Lake
Simcoe. They cooked a BBQ'd lamb, no less About 15
people attended. It was very kind of Nick and Karen to do
this at the time when Wally and Sandy Norris were away
travelling.
At our September meeting, we saw a couple of excellent videos. The first involved the flight of the Vickers Vimy
replica from Britain to Australia. A second one gave details
of the Mosquito fighter/bomber.
RAA Ottawa - Rideau
The August meeting was held at the Kars RAA club
house. Our President Victor Thompson brought the meeting to order at 8:pm. A letter of appreciation was sent to
Vintage Wings for their help with marshaling at the BBQ.
Anne Barr offered a base radio to the club for events and
it was accepted with appreciation . Discussions followed
re the Zenair Zodiac crash at Carp. Suggestion was made
to assemble of a CRASH KIT to grab for future incidents.
Points of interest concerning the Club House - furnace
installation . Ulrich is to be contacted concerning a presentation on the COMMONWEALTH YELLOW WINGS TOUR.
The September meeting was held at the Kars RAA club
house. Present were:. Our summer BBQ lunch has been
scheduled for July 14, 2013. Club plans to hold a work bee
to create signs for advertising our events. Ron J is looking
into prices for an excursion (bus/hotels/admission) to Old
Reinbeck for a Club outing for next Summer or Fall. Coffee
by Tom Bennett and Timbits were enjoyed by all.
RAA London/St. Thomas
The September 4th General meeting was held at the 427
Wing Building, at London Airport, with thirty- four persons
in attendance.
In October Tim from Terry-Air is holding a seminar at
RAA Chapters in Action
Centralia. As well, the Edenvale Fly-in is coming up soon.
Tim Anderson is also scheduled to speak at the Jet Aircraft
Museum on September 19th.
Chris Staines gave an update to his article in the previous Slipstream regarding Toronto being bypassed to general
aviation, Biz-Jets in particular, by the closing of Buttonville
Airport. Jets are not allowed into the Island airport and
runway length could also be a problem.. Chris requested
that each of us write a personal letter to our local MP and
MPP, including as an attachment, a copy of a letter which
Don Hatch will be distributing to our chapter members
very shortly. Point out that the lack of convenient general
aviation, especially business aircraft, will cost Toronto business and jobs since many high end businesses move their
executive personnel to business meetings via general aviation aircraft. Chris also noted that a restricted airspace up
to 6000 feet is in effect over Port Franks according to the
Toronto VNC chart. Apparently small lead projectiles have
been noted flying all too close to low flying aircraft recently.
At 6000 Ft + said projectiles have little or no penetrating
energy left.
Howard Faulkner noted that he had some copies of the
Plane- Trader publication from Oshkosh. Contact Howard if
you want one. Howard also pointed out the danger of flying
low over marijuana plantations often found in farmers corn
fields and wooded areas. He related the story of an ultralight torched in his hanger following such a flight.
In September we had a great presentation by George
Wilson and Cal Gillett of the London Soaring Club. I know
I enjoyed the presentation and was amazed by the photos
and the capabilities of their aircraft. In October, we will be
having a presentation from Tim Anderson of Tim’s Terry
Air. This should be a great event, plan on being there.
Project Reports: Denny Knott reported about 14 hours
flying time on the Skyhopper. The engine starts and runs
fine, and the plane flies well so far. Some expansion is under
way at Mark Matthys airfield with six more planes perhaps
coming in. Three closed hangars at present with planned
expansion in future. Phil Hicks reported the wing for his
Sonex is well under way. Gary Bishop noted that the wing
assembly table for the building of his Wagabond is in progress currently as well. Phil Hicks noted that Hilda Smeltzer was in attendance and was looking for sponsors for an
upcoming walk for Parkinsons.
RAA Chapters in Action
Phil Hicks introduced the speakers
for this evening. George Wilson was the
first presenter and Cal Gillett, second
presenter, both from the London Soaring Club. George Wilson is a Sailplane
(Glider) pilot, but also he flies a Harvard for CHAA on occasion. George
passed out 8-1/2 by 11 sheets of paper
and anyone who folded up a successful
flying paper airplane became eligible
for a draw at the end of the presentation. (Many weird planes emerged with
varying degrees of grace in the air, but
it was great fun to try anyhow!!) George
also has a business repairing and tuning
pianos. George presented a fine slide
show outlining the aircraft available
both gliders and the tow aircraft, operated by the London Soaring Club, and
Chapter 85 members Mark ter Keurs and Paul Trudel performing a field repair on the Turbi. Its wing had been damaged by a
several shots of the airfield at Embro
poorly marked signage the aircraft taxiied at a Fraser Valley grass strip. It was assessed safe for a ferry flight after field repairs
were included in the presentation. Cal
and returned to Delta Airpark where it is undergoing the full treatment.
Gillett then presented information on
the tow aircraft and some of the gliders with which he was connected, including great pictures
replica from Britain to Australia. A second one gave details
along with his explanations. Both speakers noted that the
of the Mosquito fighter/bomber.
Soaring Association of Canada puts out a fine magazine
that could provide much information to anyone interested.
Chapter 85 Vancouver
Also noteworthy was that several Chapter members had
Approximately 10 members met at the workshop to
been involved with the London Soaring Club and were able
contribute to the Turbi project. Gerard, John de Visser,
to trade fascinating war stories from past experience with
Robin McNamara, Dan McGowan, Clif Dawson, Steve
the speakers. Something that I personally found interesting
Gillis, Myself, Cyril Henderson, Charlie Longstaff, and a
was that Eagles have been using wing tip winglets all along;
couple of dogs who wanted to learn how to do fabric work.
winglets were then adapted to increase glider efficiency,
John de Visser had previously prepared the hangar and
and now wing tip winglets are used on most airliners and
Gerard had prepared the airplane.
business jets. Denny Knott won a Mug from the glider club,
Jack Pomerleau arrived at about 11:00 and proceeded
and Jean-Guy Trottier won a genuine gliding hat in the sucto inspect and test the fabric. He also looked extensively at
cessful paper airplane draw.
the damage and the Temporary repair patch. His conclusions are the following. The fabric is in very good shape.
The
fabric is a vinyl type and the process appeared to look
RAA Scarborough/Markham
like
the
Polyfiber Process.
At our September meeting, we saw a couple of excelJack has Offered to help and supervise the work if neclent videos. The first involved the flight of the Vickers Vimy
Join the RAA Forum
RAA's new forum is online! We hope to add many
features over the next while to enhance the value of your
membership. The URL is the same at raa.ca - once you're
on the home page, simply click on the "forum" tab to
get there. You'll find it a useful place to exchange ideas
and ask questions - but it's only as good as the people
who contribute to it. Help make this a useful resource for
builders and pilots.
Any suggestions and ideas for improvements are welcome
and can be sent to George Gregory at gregdesign@telus.
net. Stay tuned for further developments!
essary. Charlie Longstaff and Dan McGowan both agreed
that the repair could be Limited to the local area of damage.
Jack’s friend will come to look at the airplane and he will
decide if he wants to do it. Thanks to everyone and specifically Robin McNamara and Jack Pomerleau for their help.
Currently we have 62 members John deVisser mentioned that $500.00 has been set
aside for a sandblaster and John is still looking for one. The compressor is up and running John is examining
ways to plug the gaps in the doors which would lower the
heating costs for the workshop John is will be producing
some signage for the workshop. John Macready noted the
excellent work John de Visser has done at improving the
workshop and engine room.
John Macready expressed his thanks to Raymond
Colley for returning the Turbi to the airfield by ferry flight,
and thanks to Alex Routh for the help he provided during
the recovery operation. John also wanted to thank Mark
ter Keurs and Paul Trudel for the excellent field repairs
they made on the Turbi. Since the aircraft was returned
to the airfield Jack Pomerleau has assessed the damage
as well as the condition of the fabric and suggested that
the fabric was still in very good shape. He recommended
that a regional repair on the wing would be sufficient to
address the problem.
John thanked Robin McNamara for suggesting that
Jack’ help with the process of assessing and repairing the
airplane.
Kevin Mayer is expected to give a talk about the Pratt
and Whitney engine at the next meeting. John deVisser
is organizing a tour of the Transport Safety Board facility
in Richmond, BC The tour will most likely happen on a
Saturday or Sunday, but the date is still TBA There will
be space for 30-40 people to attend the tour. Rob Prior recommended to the membership that the tour would be a
great learning experience Alex Routh offered the Chinese
television segment that was made about him, his Jodel and
other tenants at CAK3 to be viewed at the Christmas Party.
The video could also be put on the chapter website. Raymond Colley noted that plans are underway to metalize
the south side of the coffee shop building. David McIntosh announced that, the Canadian
Museum of Flight, will be receive its newly acquired
Grumman Tracker (Firecat) on Friday October 5th. The aircraft will make a couple low passes and a water drop on
arrival. Anyone interested can get more information from
the Canadian Museum of Flight website: www.canadianflight.org David McIntosh gave a brief update on the restoration of the Lockheed Lodestar, the old gate guard of
CAK3.
Keep in Touch With
Your Board of Directors!
Gary Wolf................................................................. President
......................................519-648-3030 garywolf@rogers.com
Wayne Hadath........................................................ Treasurer
............................................................ whadath@rogers.com
Dave King ............................................... kingdws@shaw.ca
RAA Regional Directors
Mainland BC:
BC Coast . ......................................................John Macready
................................................................ jmacready@shaw.ca
Interior BC/Technical Director:....................... David King
contact best between noon-10pm 7days work
ph. 250-868-9108 homep ph. 250-868-9118...........................
.................................................emailKingDWS@Gmail.Com
Alberta North:
Pending
Alberta South:
Gerry Theroux ...............403-271-2410 grtheroux@shaw.ca
Saskatchewan:
Laura Drinkwater............................................ 306. 955-1361
lauraprd@shaw.ca
Manitoba:
Jill Oakes...............204-261-1007 jill_oakes@umanitoba ca
Ontario SW:
Jim Tyler.............................................................. tyler@orc.ca
Quebec:.......................................................................Pending
Appointed Positions:
Translation:.................................................................Pending
Magazine Mailing:..............................................Dave Evans
Ultralights:..................................................................Wanted
Web Page...................................................... George Gregory
Magazine...................................................... George Gregory
Insurance Committee........................................... Gary Wolf
AirWear...................................................................Dave King
TEXAS
PARASOL
“Never fly the ‘A’ model of anything” is very good aviation
advice. Keeping this firmly in mind in the fall of 2000, I
called the designer of the Texas Parasol to ask about the
number of flying examples, the crash history, and the
verification of the strength of the wings. All answers were
positive, so I mailed off a cheque and shortly received a set
of plans. At first glance they appeared to be reasonably clear,
and the instruction manual was full of photos of examples,
with claims of nearly a hundred flying.
The structure of this plane is almost all 6061T6 aluminum, with angle being used for the fuselage and
round tube for the wing spars and empennage. The fuselage is hard riveted and the wings and tail use pulled rivets.
The drawings call for urethane foam wing ribs, and wood is
used as formers to give shape to the fuselage.
A few local RAA members were impressed enough
to order their own plans, and we formed a co-op to build
together in my hangar every weekend. A sheet of chipboard
was split lengthwise to become the layout for the fuselage
sides, ten lengths of ¾” aluminum angle were bought, and
some rudimentary tooling was cobbled together to bend
the lower longerons. The fuselage construction method
was simple – just fit the angles together, gusset some of the
intersections, then drill and cleco. The only difficult bit was
to get the holes for the fin perfectly vertical, but we managed this with careful measurement and a hole saw. Two
weekends later the first fuselage was ready to rivet! How
could we miss? This was going to be easy!
A few minor dimensional errors were noted so we sent
the corrections off to the designer, and we proceeded to
set up layout boards for the tail components. I bought a
Princess Auto pedestal tube bender for $79, member Bob
Johnson made a hardwood bending die, and Gord Reed
and I formed up several sets of tail feathers. By this time
several more members had decided to build a Parasol, so
we set up the layouts and tooling in the mezzanine of my
hangar at Waterloo Airport. More builders kept joining,
more cheques were sent off to the designer, and the original
builders began instructing the newbies in the build procedures. The hangar was abuzz every weekend with members from as far as 100 miles away coming for instruction. A
satellite group in Midland was formed after one weekend
of instruction on fuselage construction. At one point there
were a dozen fuselages standing on their noses while the
initial fellows built their tail components. We ordered more
tubing and Gord Reed bent up another fifteen sets of tail
feathers.
When a group of clever fellows get together, a lot of
brainstorming can occur. One fellow made wooden alignment fixtures for the fuselage, another made improved
forming dies for the ¾” angle longerons. Fixtures were
made for the landing gear and its
lower cabane. Another came up with
a match hole drilling procedure that
ensured that the fuselage sides would
be exact mirror images of each other,
an innovation that cut in half the build
time of the fuselage. We began using
his method to cut, fit, and cleco our
fuselages together, and once even
demonstrated building a complete
fuselage at a two day fly-in. The group
was gaining momentum and we all
anticipated group Parasol flights to
events. Those were indeed heady
days, but they were not to last.
The wing proved to be the turning
point in the Parasol project. The first
question we had was about the cabane
section which had nothing for fore
and aft location. The plans showed
x-wires between the two parallel lift
struts of each wing, and these were to
provide fore and aft, drag-antidrag,
and wracking functions. If even one
of the wires let go all hell would
break loose. It seemed a bit much to
expect of a couple of wires so I called
member Mike Davy, who was at
the time the tech resource for RAA
Canada. Before his retirement he had
been the senior stress man at DeHavilland and he had helped many RAA
members with their design questions.
Mike suggested adding fore and
aft triangulation to the cabanes to help
stabilize the wing structure. He also
suggested that we make the wing ribs
from .016 aluminum instead of from
foam. That would allow the option of
replacing the fabric with .016 aluminum skins if desired, giving both
torsional and drag-antidrag stiffness,
and would also allow the deletion of
many of the original internal components that were necessary with
fabric. The tradeoff would add only
a bit of weight but a lot of strength,
and of course the wing would then be
weatherproof. We had not asked Mike
to do a stress analysis of the wing spar
because at that point we still trusted
the designer. Then one of the Midland
fellows emailed to say that he had
asked Chris Heintz to check the wing
drawing for spar strength and it had
been pronounced lacking. We sent the
drawings to a few other members who
were engineers and they confirmed
that the forward wing spar was
underdesigned.
I called the designer of the Parasol
with the findings, and as anecdotal
affirmation of the strength of his wing
he gave examples of flying aircraft in
Texas, one of which did “aerobatics”.
We could not get any real engineering answers from him so we built a
test wing and lift struts, outfitted the
front spar with strain gauges, and did
a load test with bags of water softener salt while an engineer member
monitored the test. We determined
Above: The interior of the tailcone shows the fuselage
construction method. Opposite: Daryl Kings' wing has
aluminum ribs and a 2.5" front spar; the design originally
specified foam ribs. Right, the Midland boys: Don Morrow,
Bruce Tinney, Burt Parsons, and John Spick in their Midland
skunk works. Below, John Spick also machined up
the oleos for Don Morrow's Parasol
that without the jury struts in place
the front tubular spar would buckle
gross ultralight, and then used it for
his 700 pound plane. We also found
that his own plane had a wing and
fuselage different from the plans he
was selling, and the aerobatic plane
was by a different designer and had
yet another different wing. Our eyes
became opened to the seedy side of
ultralight design.
Disappointment coursed rapidly
through our group, and some gave
up immediately. The Midland fellows
asked Chris Heintz for help and for
them he designed a retrofit internal
brace for the front tubular spar to give
it the required strength. Mike Davy
was willing to help too but then he
went into hospital and died suddenly,
leaving the group without a technical
advisor.
Projects began changing hands
and some were just cut up for scrap.
Several of us prevailed upon an
engineer member to redesign the
wing, and it was determined that
going from a 2” tube to a 2-1/4” tube
would nearly double the G’s. Since
When a group of clever fellows get together, a lot of
brainstorming can occur.
at something over 2 G’s,
and with the juries in place
it would have a buckle
failure between 3 and
4 G’s. It was not comforting to know that
if a jury strut came
loose the wing could
collapse in a steep
turn if there were
any turbulence.
We presented the
designer with the results
of the physical test and he
went into denial mode.
Searching further we
found that he had cribbed
the wing design from a 500
Cockpit access is improved with the optional drop-down door. Jimmy also removed the X-wires
between the lift struts and substituted drag-antidrag bracing inside the wings. The Parasol
owes a lot to the vernerable Baby Ace
the forward spar was also the nose of the airfoil this would
necessitate a redrawing of the airfoil to accommodate the
new nose radius. The remains of the group began moving
forward again, with the Midland fellows using Chris
Heintz’s retrofit, another designing his own retrofit internal
reinforcement, a couple using the larger diameter tube, and
one using the wing design of the venerable Beaver ultralight. No engineer was willing to sign anything that would
affirm that any of the redesigns would be safe, so from that
point there was no more group effort, and the rate of progress became markedly diminished.
Despite the wing disappointment, the plans are not
all bad. The plane bears a dimensional resemblance to the
Baby Ace, but made with aluminum angle and aluminum
tube instead of steel tube, wood, and fabric. The Parasol
tailcone is a bit shorter but the tail areas are enlarged to
provide similar tail volume. The landing gear is Cub-type
with steel weldments at the axle end to accept the aluminum tube legs. On balance the Parasol is not such a bad
The Midland Parasols have everything faired, and fully enclosed cockpits
for cool weather flying. Bottom left, Daryl even carved the prop for his
Parasol's rear-drive VW engine. Right, Bruce Tinney’s Parasol with its
original Verner engine, now replaced by a Jabiru 2200.
design except for the wing structure.
The fuselage construction method is the good part of the
Texas Parasol. It is made from ¾” aluminum 6061T6 angle
with a 1/8” wall thickness. All joints are riveted, with the
highly loaded clusters being reinforced with 1/16” aluminum gussets. The ¾” angle weighs a bit less than 5/8” x .035
chrome moly tubing and because there is no fishmouthing
or welding it is a lot easier to build with. Some other ultralights use round aluminum tube blind riveted with gussets
but round tube requires very precise hole locations. Building
with aluminum angle is a walk in the park and it is cheap
like borscht – my local metal supplier sells ¾” 6061 angle
for under a dollar per foot. If I were considering the build of
a Pietenpol I would seriously consider using this construction method for the fuselage. Giving credit where it is due,
the angle construction method was pioneered by Chuck
Beeston, the fellow who built all the planes that the Texas
Parasol’s designer was claiming as his own work.
The Parasol fuselage is a rectangular box in cross section
so shape is made with wood bulkheads and stringers, to
whatever shape pleases the builder’s eye. No aluminum
welding is required so anyone could build a fuselage in his
basement, up to the point where riveting noise might get
you chased out to the garage. The drawings have the fuel
in a cowl tank but some of our builders opted to place it in
A classic open cockpit aircraft, the Parasol
features pleasant handling, a vintage
open-cockpit experience, and a stall speed
in the mid-thirties. Below, Daryl King's
spiffy Parasol.
the wings, using plastic 5 gallon generator tanks that Princess Auto
had in their surplus department. The drawings also allow for the
installation of a dropdown door, and most opted for this to make it
easier to get in and out of the cockpit.
There were at one time almost twenty Parasols under construction in Ontario and we can now account for six that have been
completed:
Daryl Kings has done a splendid job, even making his own
mould and then the nosecone for his VW engine. Daryl also went
the last step and carved his own prop using the old fashioned
chisel and spokeshave method. He has been doing taxi tests at his
home strip and has had the tail up but the strip is rather short for
a first flight. Daryl plans to relocate the plane to another strip soon
to do his flight test regime, and then the plane will be based at his
home strip. Daryl’s plane has been painted in green latex house
paint and it is a real showpiece. He has a website that is well worth
looking up at www.dktp.t15.org It shows the entire construction
process including designing the engine mount, cowling, and the
hand carved propeller.
Bill Rice has completed his Silverbird Parasol with a VW engine,
covering the fuselage and flying surfaces in aluminum sheet. Bill
does not fly any longer so his plane has been sold to member Stan
McClure who plans to rebuild the wing with a larger front spar.
Bruce Tinney powered his Parasol with a Verner engine but
found it too heavy. He has since repowered with a Jabiru 2200.
Burt Parsons and Don Morrow built identical yellow Parasols
with aluminum wings and Rotax 503 power. These two planes are
like jewelry, with all of the delicately machined aluminum fittings made by John Spick. Don also made aluminum oleo struts
for the Cub-type landing gear. These planes have the Chris Heintz
internal front spar reinforcements, .016” aluminum wing ribs, and
.016” aluminum skins. The fuselages and tails are covered in 1.7 oz
ceconite with Cub yellow dope, and the cockpits are fully enclosed
with lexan windows all around. These two planes can cruise at 80
mph, with a short takeoff and landing roll, and a climb of 500 fpm.
...once any given construction question was solved, everyone in the
group immediately knew the solution and could move ahead quickly.
They are based at Bruce Tinney’s 1500
ft runway, more than enough for a
Parasol.
Jimmy Kennedy’s “The Brolly”
(Irish for umbrella) is the latest Parasol
to fly, with first flight on August 6th
2012. He did a careful weight and
balance beforehand using the RAA
scales and determined that he needed
to move himself forward in the cockpit
to get into the correct CG position.
Because his Rotax 503 has a single carb
and a pull start the empty weight of
The Brolly is 419 pounds. His plane
has wings based on the Beaver RX
550 ultralight, using its high camber
airfoil. Jimmy has been flying a Beaver
for twenty years so flying the Parasol
was not unfamiliar territory. His friend
Keith Wallace did the fabric work and
they finished it in Cub yellow latex
paint. The cockpit opening is nicely
trimmed with brown naugahyde, and
it has a dropdown door for cockpit
access. The interior of the cockpit is
trimmed in a very lightweight fabric
and looks professionally done. The
panel is simple VFR steam gauges,
typical of ultralights.
Fuel is currently being carried in
a small tank on the floor between the
legs, and a Mikuni double outlet pulse
pump delivers it up to the Rotax 503
engine. Two Princess Auto generator
fuel tanks will shortly be installed in
the wings for longer range and gravity
feed. Jimmy made all of his cowlings and nosebowl from aluminum,
hoping at first to be able to use ram air
cooling, but heating issues caused him
to revert to the stock belt-driven fan
cooling.
Jimmy has just begun to explore
the performance envelope of his Brolly
and he says that it gets the tail up
immediately and accelerates quickly,
and then jumps off the ground within
a two hundred foot roll. Climb is good
at over 500 fpm (no VSI) and cruise is
in the 65-70 mph range, a bit slower
than the Midland 503-powered Parasols but they have dual carbs and a
lower camber airfoil. Upper air testing
shows a stall speed under 30 mph, and
an approach near this speed gives an
almost immediate stop after landing.
The Brolly’s controls are light and balanced in effort, and very responsive.
A Beaver 550 is rather lethargic in roll
but The Brolly with the same ailerons
has an immediate response to the
stick. Jimmy’s home strip has a wall
of trees at one end and the plane slips
nicely to spill altitude after clearing
end up completed, and this group has
half a dozen out of some twenty starts.
We credit the group build process
for this percentage because once any
given construction question was
solved, everyone in the group immediately knew the solution and could
move ahead quickly. There was great
camaraderie among the group, and I
would recommend the group building
of simple aircraft to any chapter that
wishes to build membership. However
I also suggest a thorough investigation
of the design before buying plans and
cutting metal. The internet was not
nearly as well developed in 2000, so it
should now be a lot easier to learn the
facts before beginning.
John Spick made all the machined components for the Midland Parasol group.
the obstructions. The open cockpit is
not draughty and provides a vintage
open air experience. This project took
nearly a decade of off and on work
and Jimmy Kennedy is now one very
happy fellow.
The whole Texas Parasol saga has
certainly had its peaks and valleys.
Historically 5% of plansbuilt planes
Should you wish to learn more
about the Parasol aluminum angle
construction method, the plans appear
to be readily available on the internet.
Just google “Texas Parasol plans” and
you should be able to find them. Some
sites ask for a donation and some offer
them for free.
Handy H
Easy Rod End
Fittings
Jesse Beauchamp
Here's an easy way I found to make
female threaded rod end fittings
using a drill press instead of a lathe.
This method makes consistent,
perfectly centred holes in rod which
can be a tricky thing to do without
the use of a lathe. The control system requires several
push-rods so it was necessary to
come up with a way of producing
good quality rod ends with a tool
found in the average shop. I have
a $40 X and Y adjustable drill press
vice from princess auto bolted to
the table of my drill press. With the
jaws of the clamp closed tightly I
used the drill press to drill a 9/64"
hole perfectly straight down into
the jaws. When this was done I
opened the jaws and in each jaw
there was cut a nice and neat half
cylinder. I then placed a #21 drill
bit (I'm making 10-32 threads)
upside down in the groove I had
cut so that the tip of the bit is pointing up towards the chuck of the
drill and clamped it tight. I took a
piece of 1/2" aluminium rod (about
3" long) which is to be turned into
the rod end and put it in the chuck
of the drill press. This setup will
turn your stock to be cut against a
stationary bit. With the drill press
turned off I brought the rod down
to the tip of the bit and centred it
visually as best I could. Then, with
the drill press running, I gently
brought the rod into contact with
the drill bit tip. Because this setup
forces the bit to "want" to find
centre, the bit will wobble slightly
if it is off centre. I simply adjusted
the X and Y knobs on my vice until
the wobble stopped so I knew I had
dead centre, I could then proceed
to drill my hole. After that I just
tapped the hole with a 10-32 tap
and the rod end was done and
ready to be slid into a piece of 1/2"
I.D. aluminium tube. I hope this
method can help someone. I was
very pleased with the results!
Penetrating Oil Co
The April/May 2007 edition of Machinist’s Workshop did a test of penetrating oils
where they measured the force required to loosen rusty test devices. All samples
were equally rusted, then immersed for 8 hours in the various fluids. The lower
the number of pounds the better.
Mighty interesting results for simple acetone and tranny fluid!
*The ATF-Acetone mix was a 50/50 mix (1 to 1 ratio).
Hints
As a member of RAA National,
RAA Brampton and RAA Flamborough I have a lot of resources to
draw upon.
For ten years I have been building a kit plane made from aluminum
with solid and pulled rivets. I am not
a very fast builder but I do a good job
and I have come to the point where
Motor Mounts
Wayne Burtney
I require an engine mount; however,
I am not a very good welder. I was
quoted, by the kit manufacturer
a price of $1,895.00 plus HST =
$2,141.00(!). I said “No, thank-you. “ “But we have the jig” they
replied.
I said, “Keep it.”
The airplane was originally an
ultra-light. With structural design
changes and heavier metal, the gross
weight has been bumped up to 1700
pounds. The ultra-light version
used a 912 Rotax, with a five point
motor mount. I am using an O-200
and because the engine has to be
mounted as high as possible, I have
to use a four-point mount.
The firewall is made of 1” x 1/8”
6061 T6 Aluminum angle. I had to
make 4,130 steel brackets to attach
the mount to the firewall.
I thought I could use a wood jig
but everyone I talked to told me,
“don’t do it”. An RAA Kitchener
member volunteered the use of his
firewall jig. The steel for the motor
jig, which I arc-welded, was purchased at Princess Auto.
To begin, I made a full size drawing of the firewall and engine attachment points on Bristol board. From
that I calculated where my motor and
mounting points should be placed
and transferred these points to my
jig.
For the spools, I used 5/8” 4130
omparison test
s
Penetrating oil
None
WD-40
PB Blaster
Liquid Wrench
Kano Kroil
ATF-Acetone mix*
Average load Price per fluid ounce
516 pounds
38 pounds
$0.25
214 pounds
$0.35
127 pounds
$0.21
106 pounds
$0.75
53 pounds
$0.10
The Tubemiter program
asks the tube diameter,
thickness and diameter of
the tube it attaches to... you
then get a printout, which
you cut out as a pattern and
wrap it around the tube.
tubing Aircraft Spruce Part # 03-04110. For the washers,
I picked extra thick ones from the local hardware store. I
removed the zinc with dilute hydrochloric acid. The tubing
was notched to fit the washers. The mount tubing was 0.75”
0.049” 4130 and 0.625” 0.049” 4130 steel tubing purchased at
Aircraft Spruce Part #’s 03-04400 and 03-03700.
An RAA member told me to grind the attachment bolts
into a triangle so they aren’t welded to the spools.
The Black Art of Fishmouthing revealed The fishmouths on the ends of the tubing may seem like a
difficult task but I found a program called tubemiter.exe,
to download from the Internet. Tubemiter.exe makes fish
mouthing as easy as slicing warm butter. Some eyeballing and grinding to fit is needed on some pieces but the
four main standoffs need no grinding to fit. The Tubemiter
program asks the tube diameter, thickness and diameter of
the tube it attaches to. You then get a printout, which you
cut out as a pattern and wrap it around the tube. From that
a quick hacksaw job and it is done. A detailed explanation
can be found at http://skyotelog.blogspot.ca/2011/08/o200-engine-mount.html .
My motor mount is required to be absolutely square
with no offset. My big surprise came when all six support
tubes were the same length. The length was measured with
a tape, spool-to-spool and a little extra. Because there were
only four mounting points and I was using an O-200, the
Lord mount was my choice. The Lord mount requires a ring
From top down: An RAA Kitchener member volunteered the use of his firewall jig. The steel for the
motor jig, which the author arc-welded, was purchased at Princess Auto.
Centre, a full size drawing of the firewall and engine attachment points was made on Bristol board.
Bottom, drawings of the fishmouthing process.
around the motor attachment points, which I bent with a
torch.
Since my welding skills are limited, I asked RAA member
Bill Brubacher who is skilled in gas welding and he offered
his help.
The welding rod is most important. My choice is ER70S-2
mild steel.
Because the jig is a great heat-sink the first four main tubes
were tack welded in the jig, taken out of the jig, held in a vice
and welded. The tubes were then put back into the jig. The
remaining tubes were tack welded. The mount was removed
from the jig, held in a vice and welded. The mount was then
put back into the jig, straightened and normalized.
The motor mount is ready for installation.
I'd like to thank RAA members Tom Mills, Buzz Steeves
and Bill Brubacher for their support and help with this project. Fishmouthing continued: top, an example
of a nicely done piece; right, it goes together
real nice. Because the jig is a great heat-sink
the first four main tubes were tack welded
(centre) in the jig, taken out of the jig, held in
a vice and welded. The tubes were then put
back into the jig. The remaining tubes were
tack welded. The mount was again removed
from the jig, held in a vice and welded, then
finally back into the jig, straightened and
normalized.
Left: Finally, the motor mount is ready for
installation.
Toronto / continued from page 15
subsidies the Federal Aviation Administration
gives to smaller airports to maintain a viable net We are now at a similar point in the develop- work throughout the country and encourage busiment of air travel. The privacy, security and sched- ness investment in smaller centers. Roads receive
uling convenience of private aircraft, whether massive subsidies in Canada, but a five thousand
leased or owned is expanding and one of the most foot length of asphalt at a small airport does not,
astute investors in the world, Warren Buffet, has even though the federal government collects a
realized this; hence, his investment in the aircraft generous tax on aviation fuel.
All levels of government have realized that
leasing company NetJets.
Unfortunately, the City of Toronto, the Federal high-speed internet connectivity, and the rapid
movement of data, is crucial for success
and Provincial governments do not realize
in education, business and social
this evolution in transportation. The
development and have fostered
City of Toronto will soon be in the
Unfortunately,
policies to ensure this. The poliunique and unflattering position
of being the only large city in
the City of Toronto, cies with respect to the rapid
movement of people, in
North America that does not
the Federal and
many ways just as critical
have a general aviation airport able to accept business Provincial governments an issue, are outdated and
the closure of local airports
jets. Toronto Pearson has only
do not realize this
in Canada underlines this
a limited number of landing
policy failure. The federal
slots and also very high landevolution in
government’s ‘National Airing fees. The Toronto Island
transportation
ports Policy’ is an abject failairport does not accept jets and
ure and akin to a document on
Buttonville airport will soon close.
a telegraph when people are using
Recently the Oshawa city council
computers. It essentially passes all responelected not to extend their runway by one
thousand feet, which would have made it possible sibility for all but the largest twenty-six airports in
for the bulk of the business jets in use today to Canada to local governments. Can you imagine if
land there. Though an option, Hamilton airport is every local council controlled the construction and
location of our major highways? It is time to reca long drive away, particularly at rush hour.
If you are a business owner and looking to ognize how important this small airport network,
expand you look not only at the infrastructure to capable of handling modern business jets, will be
move your company’s products, you also examine to Canada’s economic future. Others, south of the
the movement of your personnel. Are you going to border already understand this evolution of translook at Toronto favourably when the ‘roadway of portation and Warren Buffet knows it and plans to
the future’ bypasses it? In a few years a business profit from it.
Does Toronto really want to be like the town
jet trip to Toronto, via Hamilton airport and a one
hour or longer drive will probably “seal the deal” the new interstate highway bypassed, still presabout locating in Toronto, particularly if you are ent, but watching the business going down the
familiar with the friendlier general aviation atti- road to the next place with an entrance to the
future? The politicians may argue about the locatudes south of the border.
When travelling throughout the United States tion of Canada’s ‘finest city,’ but it is no secret
it seems as though every little town has an airport. where the growth is. There have been suggestions
Most businesses won’t consider a location that that Ontario might benefit from manufacturing
does not have easy access to private air transpor- ‘oil patch’ equipment for western Canada. Most
tation. Even Wal-mart has a fleet of twenty two major oil companies in Alberta have built their
jets to move executives around quickly and make own airports to move workers around quickly and
better use of their valuable time, and in the early efficiently. Anything that can be done to enhance
days of his business, Sam Walton used to scout out the efficient, rapid, flow of people into and out of
locations from the air in a light aircraft. The dif- Toronto will ensure this high value added work is
ferences in the attitude of the federal governments done in Ontario and not south of the border ‘at the
in Canada and the United States is obvious in the next freeway entrance’.
President's Message / cont’d from page 2
the front limit, a condition that can
occur if the panel and interior are full
and the pilot is plus sized. A loss of
elevator control with a far forward
CG can then mean an uncontrolled
trip to the ground. This did happen
several years ago when a novice
pilot foolishly modified his elevator controls and they broke in flight,
resulting in a double fatality.
Winter is coming and flying
season is nearly over for most. This is
the time to do a weight and balance
to know where in the CG range you
are flying. Then take a test flight
and see if the plane will maintain
level flight without stick input. Keep
bending the elevator trim tab until
the plane will fly hands-off and level
when at cruise power. That way if the
elevator cable ever breaks the pilot
can still have some measure of control of the plane by varying engine
power.
Even better is an in-flight adjustable elevator trim, either electric
or a simple cable, that has enough
authority to control the pitch of the
plane. My own plane has this and I
practice landings using just the trim
and throttle. It is reassuring to know
that there is redundancy if it becomes
necessary.
was a powered parachute pilot stunting, flying low over the crowd and
interfering with the circuit. One was
doing pendulum swings and ended
up crashing heavily into the ground
and breaking his leg. The police and
GoPro Hero are cheap and they can
be mounted anywhere. Drivers who
commute now mount these cameras on their dashboards to prove
who changed lanes and caused an
accident, and bicyclists mount them
With video footage it was impossible to come up
with a plausible excuse for this illegal flying.
rescue people arrived, and someone
who had shot footage provided it on
Youtube. With video footage it was
impossible to come up with a plausible excuse for this illegal flying.
Last year the TSB released the
report of a fatality in an RV-7 and
they were able to dump the information from the GPS to determine that
the plane had been performing aerobatic maneuvers at over Vne. There
was also an on board video camera,
and when its footage was combined
with the GPS information the TSB
were able to reconstruct the flight
path and determine the cause of the
inflight breakup.
Tiny video cameras like the
on handlebars to prove which taxi
opened a door in front of them. If
you live in a large city you must
assume that you are almost always
on someone’s security camera.
Pilots are now installing Hero
cameras to record their flights for
later review, and to share the joy of
flight with their landbound friends. If
someone cuts them off in the circuit
or causes a near miss, there will of
course be proof of the occurrence.
The barnstorming days are almost
over unless a plane has just steam
gauges, no GPS, and there is no audience.
CAMERAS and GPS
It is now rare to find someone who
does not carry a cell phone, most of
which are equipped with cameras,
and these now provide a great incentive to fly properly when at public
events. At one time it was common
for pilots to stunt when arriving at
or departing a fly-in, knowing that if
anyone ever complained it would be
“he said, she said” and they could do
this with impunity. Now that almost
everyone on the ground has the
capability of immediately shooting
a video, the situation has changed.
Recently at a non-RAA event there
RAA Chapters and Meetings
Across Canada
The following is a list of active RAA Chapters. New members and other interested
people are encouraged to contact chapter
presidents to confirm meetings as places and
times may vary.
Air, St Honore Airport, CYRC. Contact
Marc Tremblay, 418-548-3660
SHERBROOKE LES FAUCHEURS de
MARGUERITES. Contact Real Paquette
819-878-3998 lesfaucheurs@hotmail.com
ATLANTIC REGION
ONTARIO
HAVELOCK NB: Weekly Sunday morning
get together year round, all aviation enthusiasts welcome. Havelock Flying Club - 25
mi west of Moncton. Contact Sterling Goddard 506-856-2211 sterling_goddard@hotmail.com
QUEBEC REGION
COTE NORD (BAIE COMEAU): Meeting
times to be advised. Contact Pres.Gabriel
Chouinard, 418-296-6180.
LES AILES FERMONTOISES (FERMONT): First Sunday 7:30 pm at 24 Iberville, Fermont. Contact Pres. Serge Mihelic,
418-287-3340.
MONTREAL (LONGUEUIL): Chapter
415, Meeting in French second Wednesday
at 8 pm, at CEGEP Edouard Montpetit 5555
Place de la Savane, St. Hubert, PQ. Contact
president Normand Rioux at NRIOUX@
lapresse.ca
OUATOUAIS/GATINEAU: Every Saturday 9:00 am to noon at the restaurant
l9Aileron in the airport terminal. Contact
Ms N.C. Kroft, Gatineau Airport, 819-6690164.
ASSOC
DES
CONSTRUCTUERS
D’AVIONS
EXPERIMENTAUX
DE
QUEBEC (QUEBEC): Third Monday 7:30
pm at Les Ailes Quebecoises, Quebec City
Airport.
ASSOC
AEROSPORTIVE
DE
RIMOUSKI: First Saturday at 9:00 am, La
Cage aux Sports, Rimouski. Contact Pres.
Bruno Albert, 418-735-5324.
ASSOC DES PILOTES ET CONSTRUCTEURS DU SAGUENAY-LAC ST
JEAN: Third Wednesday 7:00 pm at Exact
Barrie/Orillia Chapter Fourth Saturday (and second Sat. as well) each month
9:00 am at the restaurant at Lake Simcoe
Regional Airport Contact Secretary Dave
Evans 705 728 8742E-mail david.evans2@
sympatico.ca
COBDEN: Third Thursday 8:30 pm at Club
House, Cobden Airport. Contact Pres. Clare
Strutt, 819-647-5651.
COLLINGWOOD AND DISTRICT; The
Collingwood and District RAA, Chapter
4904, meets every first Thursday of every.
month, at 7:30 PM except July and August,
at the Collingwood Airport or at off-site
locations as projects dictate. The January
meeting is a club banquet held at a local
establishment. For more information contact Pres. George Elliott gaelliott@sympatico.ca 705-445-7054
EXETER: Second Monday 7:30 pm at Summers-Sexsmith Airfield, Winters-Exeter
Legion. Contact Pres. Ron Helm, ron.
helm@sympatico.ca 519 235-2644
FLAMBOROUGH: Second Thursday 8:00
pm at Flamborough Airpark. Contact Pres.
Karl Wettlaufer 905 876-2551 or lazykfarm@sympatico.ca
KENT FLYING MACHINES: First Tuesday 7:00 pm at various locations. Contact
President Paul Perry 519-351-6251
pkperry@teksavvy.com
KITCHENER-WATERLOO:
Meets the
third Monday of each month in the upstairs
meeting room of the cadet building at CYKF,
except during the summer months when we
have fly-ins instead. Please contact Clare
Snyder clare@snyder.on.ca
LONDON/ST. THOMAS: First Tuesday
7:30 p.m. At the Air Force Association
building at the London Airport. Contact
President Phil Hicks p.hicks@tvdsb.on.ca 519-452-0986
Midland/Huronia
Meeting: First Tuesday, 7:30 pm at Midland/
Huronia airport (CYEE) terminal building. Contacts: President Ian Reed – 705-5490572, Secretary Ray McNally – 705-5334998, E-mail – raa.midland@gmail.com . NIAGARA REGION: Second Monday 7:30
pm at Niagara District Airport, CARES
Building. Contact Pres. Elizabeth Murphy
at murphage@cogeco.ca, www.raa-niagara.ca
OSHAWA DISTRICT: Last Monday at 7:30
PM at the Oshawa Airport, South side, 420
Wing RCAF Assoc. Contact President: Jim
Morrison ,905 434 5638 jamesmorrison190@
msn.com
OWEN SOUND Contact President Roger
Foster 519-923-5183 rpfoster@bmts.com
OTTAWA/RIDEAU: Kars, Ont. 1st Tuesday. Contact: Secretary, Bill Reed 613-8318762 bill@ncf.ca
SAUGEEN: SAUGEEN: Third Saturday for breakfast at Hanover Airport.
President:
Barry
Tschirhart
P.O. Box 1238 27 Ridout Street Walkerton,
Ontario. Home: 519-881-0305 Cell: 519-8816020. Meetings are held every second Tuesday evening, at 7:30pm. Location(s) Saugeen
Municipal Airport, Kincardine or Port Elgin.
All interested pilots are welcome. Email:
barry.tschirhart@bell.net
YQG AMATEUR AVIATION GROUP
(WINDSOR): Forth Monday, 7:30 pm Windsor Flying Club, Airport Road, Contact: Kris
Browne e_kris_browne@hotmail.com
SCARBOROUGH/MARKHAM:
Third
Thursday 7:30 pm Buttonville Airport, Buttonville Flying Clubhouse. Contact Bob
Stobie 416-497-2808 bstobie@pathcom.com
TORONTO: First Monday 7:30 pm at
Hangar 41 on north end of Brampton Airport. Contact: President Fred Grootarz -
Tel: (905) 212-9333, Cell: (647) 290-9170;
e-mail: fred@acronav.com
TORONTO ROTORCRAFT CLUB: Meets
3rd. Friday except July, August, December
and holiday weekends at 7:30 pm Etobicoke
Civic Centre, 399 The West Mall (at Burnhamthorpe), Toronto. Contact Jerry Forest,
Info Packs
$10 /ea
Pres. 416 244-4122
or gyro_jerry@hotmail.
com.
PLANS & KITS
403-874-0876
EDMONTON HOMEBUILT AIRCRAFT
ASSOC: First Tuesday 7:30 pm EAHS
boardroom. Contact President Bill Boyes
780-485-7088
GRANDE PRAIRIE: Third Tuesday, Chandelle Aviation Hangar, contact Jordie Carlson
at 780-538-3800 work. or 780-538-3979 evenings. Email: jcarlson@telusplanet.net
Knutsford Club, contact President - zzALASKA HIGHWAY: meetings held every
third Thursday of every month (except July &
August) at the Taylor Fire Hall at 7:30 p.m.
For more information call Gerry at 250-7824707 or Heath at 250-785-4758.
PLANS & KITS
Info Packs $10 /ea
Chapter executives, please advise of changes
as they occur. For further information
2/3 Mustang
2/3 Mustang
WIARTON:
Bruce Peninsula Chapter AMF-S14
#51 BRITISH COLUMBIA
regarding chapter activities
contact RAA
AMF-S14
one & meetings
two seaters
one pm
& twoCanada,
seaters
ABBOTSFORD: Third Wednesday 7:30
Waterloo
ON
& four
seaters
breakfast
start at two
8:30am
on the
twoAirport,
& fourBreslau
seaters
second Saturday of each month in the Gallery Abbotsford Flying Club, Abbotsford Airport. N0B 1M0 Telephone: 519-648-3030 Member's
of Early CanadianFlight/Roof Top Cafe at Contact President, John Vlake 604-820-9088 Toll Free line: 1-800-387-1028
email: raa@raa.ca web: www.raa.ca
Wiarton-Keppel Airport. As there are some- email javlakeca@yahoo.ca
Flying Flea
Flying Flea
F12atCruiser
F12 Cruiser
time changes, contact Brian Reis
519-534- DUNCAN: Second Tuesday 7 pm members
one & two seaters
one & two seaters
two & three seaters
two & three seaters
homes (rotating basis). Contact Pres. Howard
4090 or earlycanflight@symptico.ca
HIPEC Covering
HIPEC Covering
Rolston, 250-246-3756.
NO Ribstitching
NO Ribstitching
MANITOBA
OKANAGAN VALLEY: First Thursday
NO Tapes Lo Labor
NO Tapes Lo Labor
F11 Sporty
BRANDON:
Chapter F11
RAASporty
meets of every month except July and August
(no
Lo Cost… Brandon
Proven!
Lo Cost…
Proven!
on the second Monday of each month at the meetings) at the Mekong Restaurant.1030
FALCONAR AVIA INC.
FALCONAR AVIA INC.
Commonwealth Air Training Plan Museum Harvey Ave. Dinner at 6:00pm, meeting at
sales@falconaravia.com
at 7:30
PM except in the months of July and 7:30pm Contact President, Cameron Bottrill
August.
Contact Pres. John Robinson 204- 250-558-5551 moneypit@uniserve.net www.falconaravia.com
www.falconaravia.com
728-1240.
QUESNEL: First Monday/Month 7:00 p.m.
780-465-2024
780-465-2024
Winnipeg: Winnipeg Area Chapter: Third at Old Terminal Building, CYQZ Airport.
Thursday, 7:30 pm RAA Hangar, Lyncrest Contact President Jerry Van
Airport or other location as arranged. Con- Halderen 250-249-5151 email:
tact President Ben Toenders at 204-895-8779 jjwvanhalderen@shaw.ca
or email raa@mts.net. No meetings June, July SUNCOAST RAA CHAPInfo Packs $10 /ea
Info Packs $10 /ea
& Aug. RAA Winnipeg info also available at TER 580: Second Sunday 13:30
Springfield Flying Center website at http:// pm Sechelt Airport Clubhouse,
www.lyncrest.org/sfcraac.html.
sometimes members homes. Con2/3 Mustang
2/3 Mustang
tact Pres. Gene Hogan, 604-886AMF-S14
AMF-S14
one
&
two
seaters
one
& two seaters
two
&
four
seaters
two & four seaters
SASKATCHEWAN
7645
Chapter 4901 North Saskatchewan. Meet- CHAPTER 85 RAA (DELTA):
ings: Second Tuesday of the month 7:30pm First Tuesday 7:30pm, Delta
Prairie Partners Aero Club Martensville, Sk. Heritage Airpark RAA ClubFlying Flea
Flying Flea
F12 Cruiser
F12 Cruiser
info at
www.raa4901.com.
Caithcart is house. 4103-104th Street, Delta.
one
& two seaters Briantwo
one & two seaters
& three seaters
two & three seaters
the chapter president. Contact email: presi- Contact President President:
HIPEC Covering
HIPEC Covering
dent@raa4901.com.
John Macready jmacready@
NO Ribstitching
NO Ribstitching
shaw.ca. Website http://raa85.
NO Tapes Lo Labor
NO Tapes Lo Labor
F11 Sportyb4.ca.
F11 Sporty
Lo Cost… Proven!
Lo Cost… Proven!
ALBERTA
Calgary chapter meets every 4th Monday VANCOUVER ISLAND AVIAFALCONAR AVIA INC.
FALCONAR AVIA INC.
each month with exception of holiday Mon- TION SOCIETY (VICTORIA):
days and
July & August. Meetings from Third Monday 7:30 pm Victoria
19:00-22:00
are held at the Southern Alberta Flying Club Lounge. Contact
Institute of Technologies
(SAIT) Training Pres. Roger Damico, 250-744780-465-2024
780-465-2024
Hangar at the Calgary Airport. Join us for 7472.
Also single seat F9A & F10A & 2 seat
builder discussions, site visits, tech. tips, fly THOMPSON VALLEY SPORT
tandem
Cubmajor, Majorette & Turbi.
out weekends and more. Contact president AIRCRAFT CLUB: Second
*Add
$3 postage for info packs.
Don Rennie drennie@hemisphere-eng.com Thursday of the month 7:30 pm
PLANS & KITS
PLANS & KITS
Info Packs $10 /ea
PLANS & KITS
PLANS & KITS
Info Packs $10 /ea
2/3 Mustang
one & two seaters
AMF-S14
two & four seaters
2/3 Mustang
one & two seaters
AMF-S14
two & four seaters
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the subject line.
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Deadline for submissions is the first of the month preceding date of issue.
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The Recreational Aircraft Association Canada does not assume responsibility for
advertisements, but does exercise care to restrict advertising to responsible, reliable
individuals.
Please note: Ads running more than 3 issues must be renewed to guarantee continued
display in the magazine.
Recreational Aircraft Association Canada
President: Gary Wolf / Treasurer: Wayne Hadath
Recreational Flyer Magazine
Registration Mail Publication No. 09869
Contributing Editors:
Gary Wolf, Don Dutton, George Gregory, Wayne Hadath, Tom Martin
Art Director and Layout: George Gregory. Printed by Rose Printing Orillia, ON
The Recreational Flyer is published bi-monthly by the Recreational Aircraft Association Publishing Company, Waterloo Airport, Breslau ON N0B 1M0. Toll Free line:
1-800-387 1028 email: raa@zing-net.ca. Purchased separately, membership in RAA
Canada is $35.00 per year, subscription to Rec Flyer is $35.00 per year; subscribers
are elegible for reduced membership fees of $15.00 per year. Rec Flyer to have a single
issue price is $6.95.
The Recreational Flyer is devoted to the aerospace sciences. The intention of the magazine is to promote education and safety through its members to the general public.
Material in the Flyer is contributed by aerospace engineers, designers, builders and
restorers of aviation devices and vehicles, used in an amateur capacity, as well as by
other interested persons, publications and organizations. Contributions to the Recreational Flyer are voluntary and without remuneration. Opinions expressed in articles
and letters do not necessarily reflect those of the Recreational Aircraft Association
Canada. Accuracy of the material presented is solely the responsibility of the author
or contributor. The Recreational Aircraft Association Canada does not guarantee or
endorse any product offered through articles or advertising. The Flyer and its publisher welcomes constructive criticism and reports of inferior merchandise or services
offered through advertising in the publication.
For Sale
For sale KR-2 fuselage in boat stage
and metal kit for retractable landing gear
castings $300.00 call Ian 604-856-1159 or
email tri-pyramid@telus.net Dec11
Propellers, wood, new, never mounted,
tractor cwise (view from cockpit), priced
OBO plus shipping: One 42x23, weight 2
lb., Lepper, conventional outline, 4 bolts on
70 mm b.c., $195. One 43x34, 4 lb., squared
tips, 6 bolts on 75 mm b.c., $295 Call Frank,
905 634 9538
2002 CP 301-A Emeraude. First flew
June 2003. TTAF 50 hrs. 0 290G Lycoming 396 hrs. since major. Sensenich metal
prop inspected and refurbished by Hope
Aero June 15/09. Dual controls (pedals,
sticks throttle) custom interior. Annual due
May 2012. Always kept in a hanger. Contact Jim Demerling 519-348-9655 (Ont.)
$21,500.00
Whelen lights $650 OBO Whelen
A650-PR-14 and PG-14 wingtip pos/strobe.
A500AVD1 Tail pos/strobe, A490TCF
power pack. NEW! Chris 1-866-733-8432
0320 E2C currently mounted on my Osprey
which could be included in sale. Osprey has
175 hrs since new engine has 1850 but was
dissassembled for a propstrike inspection
200 hrs ago Compression 125 lbs cyl on
all four jugs oil pressure good complete
with accessories. $6000 for engine $9000 for
all aircraft needs refinishing and recover Larry Taylor 250-492-0488 days ltaylor@
pacificcoast.net
Skybolt fuselage with Marquart
Charger cantilever U/C., tail feathers,
rudder/brake pedals, metal fittings, axles,
wheels. Offers. Bill Phipson #3954. Phone
416-431-2009 Dec11
For Sale: Zenith CH601XL , airframe 80%
complete, controls installed. Canopy mold. No landing gear. Subaru 2.2L no re-drive.
$3000 or best offer. Call 705 279 4399 or 519
351 6251
and plans..All owners manuals and professionally produced POH Always maintained
to highest standards…$ 35,000….(certified
and e-tested!!). I would have no qualms
selling this aircraft to anyone…..a joy to fly.
Warren 289-259-6460
Europa XS monowheel with Rotax 914
turbo engine and Airmaster constant speed
prop, 87 hrs total time. VFR panel with
Mode C transponder, KMG GPS, Becker 720
com with intercom and headsets. This is a
fast and efficient cross country aircraft with
low fuel consumption. Asking $65K, no reasonable offer refused. Contact Hazel Peregrym at 250-672-5587 snowgoose@telus.net
Stits Skycoupe with O-290 125 hp, 240
hrs TT. Garmon 195, Escort 110, ICOM A5,
intercom, wing tanks. Located at Burlington
Ont CZBA. Must sell due to financial constraints. $12,500 OBO. 905-332-7331
Woodward Governor, Guaranteed serviceable, was overhauled and used 25 hours
before removal for engine upgrade. $350.
Chris 1-866-733-8432
Zenith CH300 for sale First flight 1990
265 hours TT airframe and engine. Lycoming O320 E2D 150 HP engine professionally "zeroed" by Leavens aviation with all
documentation. New McCauley cruise prop
installed 3 years ago (cruise all day at 135140 mph on 8gph). Professionally painted
by flying colours in peterborough..$10,000.
New sliding tinted canopy installed 5 years
ago. New interior Full IFR steam gauges.
Blue mountain EFIS light. 3 axis auto pilot.
True Trak pictorial pilot AP coupled to
Garmin 396 Truk Trak Altrav VS altitude
hold with verticle rate. Flo scan fuel management system computer with opitical
transducerKing digital 720 radio. Narco
mode C transponder with encoder. Ammeter and Volt meter. 4 place intercom for front
and back seat headsets. Full lights inside
and out for night flying. New tires 2010.12
volt recepticals front seat and back seat for
PAX. Reiff full pre-heat system for winter
operations..(oil pan heat and cylinder bands
for each jug.). Air Wolfe remote oil filter
system installed for 50 hour intervals and
added engine protection.
New Marvel carb installed 2007. All logs
Cavalier 102.5, "Aero Sport Power"
O-320-B2B; 152 TTSN. Sensenich metal
prop. Airframe was totally rebuilt in 1997;
1750# GW, 622 lb useful load; VFR instruments + Garman GTX 327 TXP Mode C &
Val Radio; Trutrak Turn & Bank; Kept in
heated hangar; 8/10 inside and out. $28,000
or would consider trading for a 912 Kitfox,
Merlin, Zenith 701, or similar. cavalier102@
uniserve.com or 250-558-5551. Ask for Cameron.
Team Air Bike; 2 Seater Tandem, unfinished; fuselage complete. HKS Engine
( New) 55 Horse. 3 Blade Prop Adjustible.
All Instruments; Sitka Spruce Wing Material, wings not built yet. Best offer over
$!0,000.00
Contact Dave Gladman; to view dgladman@cogeco.ca
LongEZE project with all major fibreglass work completed. Main wings and
canard have been matched with the fuselage. Baggage /fuel strakesare complete.
There is also a Lycoming O-235 engine
available. Work remaining includes elgnine
mount, instrumentation, prep and paint.
j.f.doyle@shaw.ca
Two new 600-6 Cleveland wheels
complete with brake discs and hydraulic
pucks. 1.5" bearings included. New tubes
and Mallory Airhawk tires 600-6 type 3,
6 ply. Selling for $240 per side. Complete
front landing leg and engine mount including oleo and nosewheel with tire from 65
Cessna 150, not damaged. This has been
sandblasted and undercoated. $400. O-200
Continental starter, cable type with 60 hrs
since major. $100. Carb airbox for O-200,
$40. 403-545-2609 in Bow Island, west of
Medicine Hat.
Bowers Fly Baby, Continental 85, 350 TT on
engine and airframe. Always Hangared,
flown regularly, owner built. Fun, affordable flying, $12,000. Phone 403-614-3855 or
email, jw.gray@shaw.ca
MINI-MAX. TTSN 220. 31 hrs since ROTAX
440 and GSC prop overhaul. Always hangared VG condition. ICOM Nav/Com.
Medical forces sale. $9,900.00 OBO.
780-460-6841 or cell 780-945-0411
Lost medical Selling plane and hangar.
Wittman Tailwind aircraft W8 model, with
a Continental C90-14F engine. TTAF 892 Hours, Time on engine 892 hours since overhaul. Rebuilt cylinders installed at 469 hours. Ivo propeller ground adjustable.
NO generator. Fuselage recovered last
year. Beside the standard instruments is
an electronic tachometer, manifold presure
guage, 1 radio, 1 transponder. Also a 406
ELT.
Plane has always been hangred except for camping flyins. Price $12,000.00 as is . Jack Steele Brockville ON 613 865 8107 jsteele7@cogeco.ca
ENGINE - LYCOMING 0-320 A3A, 968
SMOH, with starter, generator, mags,
to remove from flying a/c, $9000 + shipping. 905.878.4017, mohne40@yahoo.ca
Glasair 1 kit. as supplied by Glasair but
with both conventional and tricycle gear
and extended wing tips. Wing in jig , close
to closing. Good short field airplane capable
of 200 MPH. $13,500 no tax, or crating fees
ect. Richard 705-652-6307
King Avionics as removed wrkg from a 182.
KMA24, KMD150, KT76, KY197. All guaranteed working. Offers? Chris 1-866-7338432
Pazmany PL-2 $39,000, 150 hp O320 E2A,
McCauley FP metal prop. 1090 hours TT,
NDH, always hangared. Full Panel, Good
Condition
Hamilton Ontario retaborek@gmail.com
for specs and photos
CORBY STARLET CJ-1 90% PROJECT
• $2,700 • OBO • Fuselage, 2-pc wing,
empennage, wheels/brakes on temp gear,
f/g canopy &, cowl, wing tips, reg'd U/L
in Canada • Contact Mike Shave, Fergus,
ON Canada • Telephone: 519 843 4214 gy20minicab@gmail.com
1-866-733-8432
Avid 2-place taildragger, high wing,
advanced ultralight, excellent flyer, always
hangered, less than 200 hrs. on Rotax 582
engine, wheels and skiis, tundra tires great on grass or paved runway, 2 fuel
tanks for extended range, tow bar - wings
fold for towing, can be hangered in single
car garage. Must sell for medical reasons,
asking $14,500 OBO. Come see this one at
Oshawa RAA's Barnyard Flyin Sept. 9 at
HawkeField (Orono,ON). For more information contact Don 905-436-3665
Cessna 150 Seats and Rails $400, Nice set of
seats and rails. Covered in red vinyl. Chris
1-866-733-8432
Bendix/King KY 97A vhf com radio with
shelf and wiring harness. ( $1500 ). Collins
transponder (mode ‘C’) with antenna, shelf
and wiring harness ($1100). I-com 4 place
intercom ( with music option ) ,with shelf,
wiring harness and head phones jacks. (
$100 ). 2, 4 point hooker harness. ( $ 100 ea.
set ) Contact Norm at graham110@rogers.
com for details.
VAL
760
TRANSCEIVER,
SN.
04275. Worked when removed for panel
upgrade. Asking $600 obo. Comes with
mounting tray and connector. Estimated
mailing cost $35. Direct inquiries to blehmann@pris.ca
2005 CESSNA/CYCLONE 180 FOR SALE
Due to re-injury of a lumbar disk, I have to
seriously consider selling C-GLEH: Engine
Cont. 0470R, McCauley Prop, both 310
hrs SMOH. Float kit, with heavy duty
engine mount. King package: com, VOR
w. glideslope, ADF & Garmin 295. Classic
six pack flight panel. Leather articulating
seats, extra light front seats & rear folding
bush seats available. Fuel 74 US gallons,
6hr range. C185 landing gear held by full
P.Ponk STC kit. 850x10 Cleveland wheels
& double puck brakes. Airwolf oil filter &
Airwolf oil-air separator. Bubble side windows, large extended baggage compartment for light but bulky items. A/C empty
1700lb, MTOW 2950. Price $96k OBO, or
trade your homebuilt PA12(or equivalent)
towards purchase.
For serious inquiries email: blehmann@
pris.ca Aircraft based at CDC3, near
Dawson Creek, BC
CESSNA RT-459A TRANSPONDER, PART
No. 41470-1028, SN 6993, 14V Unit, (for
use in 28V aircraft use dropping resistor
on mounting) Authorized release dated
11-Jul-13. Worked when removed for panel
upgrade. Asking $600 obo. Comes with
tray and connector. Estimated mailing cost
$35. Direct inquiries to blehmann@pris.ca
Tail wheel assembly complete, New, off
Rebel, also main wheels. $350 for all. Chris
Partial kit for CH 701 STOL Wing Spars
(finished), ribs, doors, struts, fire wall, dash
board, rudder pedals, fiberglass wing tips,
spring type main landing gear, bulkheads,
some tubing for cabin frame …..and much
more….. Asking $2,500 Located near Hamilton Ont. For more details please call: Rob
(905) 484-0804 robtea2005@yahoo.ca
DAVIS DA-5A for sale. All metal Single
seat “V” tail with A75 Continental engine
Heated Pitot, off C150. $350 Chris 1-866733-8432 40 Recreational Flyer
balanced with two advanced magnetos: 68h
SCMOH; airframe 142h TTAF since new.
See RAA magazine article of Sep/Oct 2011
issue: http://www.raa.ca/magazine_pdf/
Sept-Oct2011_ProofREV2.pdf. A joy to fly
and priced only $ 16,000 (…which is less
than price of bare kit: less engine, propeller and instruments! Rob (905) 484-0804 or
Charlie (905) 928-7766 robtea2005@yahoo.
ca
1960 Bellanca Cruisemaster 2555 TT 260
HP IO-470F A fast aircraft with good short
field performance and triple tail style.
Full size nosewheel suitable for grass
fields.1000 mile range. Gami injectors,
engine analyser,white polyurethane paint .
Otherwise stock. Have paperwork to turn it
into an amateur built.
$65,000.00 Richard 705-652-6307
C150 Engine Mount $450 Overhauled &
painted by certified aircraft welder, O-200
to M model C150. Packaged and ready to
ship. Chris 1-866-733-8432
Lycoming 0-290 engine. Comes with 6 bolt
pattern prop extension, newly rebuilt carb,
new gasgolator, starter, 680 amp battery,
light weight alternator, cooling shroud,
engine log and mechanics repair manual.
( $10,000) Contact Norm at graham110@
rogers.com for details.
King Avionics as removed wrkg from a 182.
KMA24, KMD150, KT76, KY197. All guaranteed working. Offers? Chris 1-866-7338432
ACEY DEUCY 2 seat open cockpit project.
Fabric covering completed and painted.
Engine Continental 0200A rebuilt with logs.
New Warp Drive 3 blade ground adjustable prop. B and C Light weight starter and
alternator. Full instruments and guages
in rear cockpit basic flight instruments in
front cockpit. Full electrics. Aluminum fuel
tank. Radio included. ELT included. Gross
weight 1230lbs. Estimated 50hours to final
inspection. Asking $18000. Will sell only as
a package. Many extras. 905-786-2482. September - October 2012
New In Canadian Skies
Send us photos of your
Bob Schauber's RV-9A
completed projects !
Share your accomplishment with others
- you've earned it! Please include a brief
description of your aircraft and any other
details you want to include, and send us
a colour print or digital copy (preferred)
with it.
Mail your material to the Recreational
Aircraft Association of Canada Waterloo
Airport, Breslau ON NOB 1M0 ...or email
us the information and a high resolution
digital picture (jpeg format please, and
the bigger the better!) to raa@zing-net.
ca or to art director George Gregory at
gregdesign@telus.net.
Ernest Kells did most of the work on C-GKEL and then Bob Schauber bought and
finished it and took the plane through its final inspection. Bob Buchanan handled
this and found a few snags that were quickly rectified, and this RV-9A had its first
flight on Sept 27 2012.
C-GKEL is powered by a Lycoming O-235 N2C 118 hp with a light Ed Sterba 66
diameter x 68 pitch wood prop. The CG was initially a bit aft so Bob changed out
the light Skytec starter and substituted a heavier one from a Cessna 172. The final
empty weight is 1053 pounds. The panel is day VFR steam gauges.
Takeoff roll is 5-600 fpm, and climb during testing has been 900 fpm at 90 knots.
Cruise is currently125 knots at a conservative 2000 rpms. The plane stalls straight
ahead at 55 knots with a medium break. Bob finds the controls to be light compared
to any certified plane he has flown.
Bob hopes to have flown off the 25 hours before winter so that he can enjoy flying
to Sun and Fun next spring. Thanks are due to Clarence Beintema and his crew at
Tri City Aero for all the help that they have given when he was prepping for the final
inspection.
Chelton Flight Systems: 2 complete Chelton dual screen EFIS systems. 1 with crossbow AHRS one with GADAHRS. Serious offers?
Chris 1-866-733-8432
CHINOOK Factory built in Edmonton 1983. Out of long term storage. Good sails in original color scheme. All oiled and inhibited for
storage. Very low hours suspect < 20. VG 54" prop. $4990.00 OBO
780-460-6841 or cell 780-945-0411 FOR SALE: Advanced Flight Systems Engine information system.
Some probes, fuel flow. $750 OBO. Chris 1-866-733-8432
Autopilot - 2 axis. Servos, control head. Etc from a 182 Serviceable.
Maybe adaptable to a homebuilt? $500. Chris 1-866-733-8432
Teenie Two project, 1600cc VW engine test run, nearly complete,
2" wider cockpit, 6" longer fuselage, tubing motor mount, instrumentation complete, canopy with turnover protection, $7,500
invested, good buy at $5,000 306-764-2549 E-mail: williamfr@
hotmail.com Stinson 108-3, a classic aircraft for sale. Airframe 2365TT. Franklin
165 hp engine 998 TT, 82 hours since top overhaul. Fabric in 2005,
float kit, wheel pants, spare engine parts, 2 metal props - seaplane
and cruise. 30K OBO. 250-991-7958 Quesnel BC.
Smyth Sidewinder landing gear legs with axles. Never used - free to
good home. 519-648-3030 garywolf@rogers.com
Ads run for a maximum three issues depending on space available and
then must be renewed for continued display. Please direct all classified
inquiries and ad cancellations to: raa@raa.ca and place “RAA ad” in the
subject line.
1964 Corben Baby Ace . 600 TTAF. Recovered and TOH in 2000. A65. Metal Prop. Great flyer. Can be flown with ultra-light permit. $15000 Gary Wallace 519-223-0368 Hangared in Roseville,
Ontario.
Corvair Engine For Sale. 1965 Corvair engine ser #T0131RH, 164
cid. Conversion completed in 2006 and installed on Pietenpol
by previous owner. $2500. Price includes the engine, the engine
mount [for Pietenpol] and the propellor [wood, 66" length and
30 pitch]. Located in Orangeville, Ontario. 519-925-3639. Patricia
Jones-Bowman.
Digital page design that works right.
Brochures
Newsletters
Posters
Web Pages
Branding
George Gregory
Pagemeister
604-773-0035
george@sidekickgraphics.com
http://SideKickGraphics.com
Classifieds On The Internet:
http://www.ocis.net/tvsac/buyandsell.html -more ads from our Kamloops chapter
http://www.lyncrest.org/sfcclassifieds.html -more ads from our Winnipeg chapter
SPORT PLANES & ENGINES
CanadianDealers
SEE OUR WEB SITE: www.jabirucanada.com
Email: info@jabirucanada.com Tel. (613) 347-3155
Fax. (613) 347-3074
National Aviation
Insurance Brokers
Bill Davidson of National Aviation Insurance
Brokers handles the RAA Chapter Liability Policy and he
also offers all types of insurance that many of us buy
to cover our cars, homes, aircraft, and hangars. He has
very attractive prices on the hangar coverage required
by many airports and landowners. Here is an example:
Hangar Coverage ALL RISK / Broadform
Hangar Building $100,000...................Premium $280
Deductible ..................................................... $1,000
Liability $1,000,000.00........................Premium $150
Total Premium.............................................. $430.00
Subject to Underwriting
National Aviation Insurance Brokers Ltd
Insuring the BEST PILOTS in Canada
Phone: 905-683-8986 / 1-800-463-0754
Fax: 905-683-6977 / 1-866-683-6977
email: bill@jsdavidson.ca
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REE
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September - October - The Recreational Aircraft Association

Transcription

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